Carburetor



F. BAVEREY Aug, 19, 1924.

CARBURETOR Filed Oct. 23., 1917 5 Sheets-Sheet l R O T N E V N wn'N EssEs Au -[19, i924. 1,505,763. I F. BAVEREY v CARBURETOR 3 Sheets-Sheet 2v Filed Oct. 23 1917 Aug. 19,1924. 1,505,7 3

, F. BAVEREY CARBURETOR Filed Oct. 25 1917 3 Sheets-Sheet 5 WITNESSES INVENTOR wag,

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UNITED STATES BAVEREY, OF LYON, FRANCE, ASSIGNOR '10 SOCIETE DU GABBUM'IEUB ZENITH, or Lyon, FRANCE cnnnunn'ron.

' Application filed October 23 1917. Serial No. 198,176.

To all whom'z't may concern:

1 Be itknown that I, FRANQOIS BAvnRnY, a citizen of the Re ublic ofFrance, residing at Lyon, No. 6 Boulevard des Belges,

France, have invented a new and useful Improvement in Carburetors, of which the following isa full, clear, and exact description,

reference being had to the accompanying drawings, forming part of this specification, in which:-

Figures 1, 2, 3 and 4 are diagrams illustrating difli'erent embodiments of the inven- Figures 5, 6, 7 and 8 are views of a can buretor embodying the invention.

Figure 5 is a view partly in elevation and partly in section along the line VV of Fig ure 8. Figure 6 is a vertical section along the lines VI-VI of Figure 8. Figure 7 is a side elevation partially in section. Figure 8 is a lan view partly in section along the line VIIIVIII of Figure 6.

The present invention relates to carburet- -ors and more especially to carburetors for use in aviation.

In an ordinary carburetor conslstmg of a nozzle which furnishes in the air. conduitthe gasolene supplied by constant level,apparatus, it is possible to decrease the flow of the nozzleby establishing in the constant level chamber a pressure below atmospheric pressure. To cause this reduction in pressure it is suflicient, as shown in Figure 1 of the drawings, to establish a communication through the tube 0 between the constant level chamber and the carburetor air pas-..

sage at the point at between the nozzle and throttle valve and to establish a communication between the same constant level chamber and the outer air through a small orifice g. Accordin to the osition of the pet cock r locate in the tu e 6, it is possible to impress upon the float chamber a certain amount of suction which varies from nothing when the pet cock 1' is closed up to a.

certain fraction of the suction at (1 when the pet cock is open, this fraction being dependent onthe ratio of the cross sections of the passages e and 9.

will therefore be seen that the flow from the nozzle j will be reduced when the communication through the passage e is open, and

that this reduction will be dependent only onthe relative cross sectional areas of the tion, but the percentage by which the flow is reduced is independent of the suction within the carbureting chamber as it depends solely on the relative areas of the passages e and g, as varied by the pet cock'r. In other words, there is no change in the character of the flow through the nozzle. The flow through the nozzle is the same as it would be if the nozzle 7' had been reduced in diameter. The present invention relates particularly to the application of this princ1ple to carburetors having one or a plurality of sunken jets either alone or combined with 'the ordinary jets. By sunken jet is meant a jet placed below the normal level of the fuel and delivering fuel into a chamber more or less open to the atmosphere, said fuel being thereafter conducted to the carburetor air passage. A carburetor of this type is shown in the United States patent of Francois Baverey, Patent No. 907,953, patented December 29, 1908.

The regulation obtained by the present invention is particularly well adapted to aeroplane motors in order to decrease the quantity of gasolene when the specific gravit of the air becomes lessened due to the big altitude. v

In Figures 2and 3 is illustrated diagrammatically the invention as embodied in carburetors having a single sunken jet 5. In Figure 2 the well p of'the sunken jet open directly to the atmosphere while Figure 3 the air necessary for the operation of the sunken jet i'is taken from the upper part of the float chamber. It is found that, other things being equal, the decrease in flow, due to the reduction pressure through the tube 6, is more pronounced in the construction shown in igure 2, than in thtit shown in Figure 3.

In a carburetor having a suction controlled jet y and a compensating sunken jet i 'such as is shown in Figure 4, it is advisable to have the well for the jet z" communicate with the float chamber. In Figure 4 the opening g, through which the upper part of the float chamber communicates with the atmosphere, is connected through the tube h to the air entrance 6f the carburetor, instead of Opening directly --to the atmosphere, as illustrated in Figures 1, 2 and 3. In this way the pressure at the mouth of the tube It is maintained at the same pressure as the air inlet of the carburetor, as

, air from the atmosphere.

described in the application of Francois Baverey, Serial No. 87 ,720, filed March 30, 1916. By this means the carburetor and its mode of regulation are rendered independent of the fluctuations of pressure at the opening through which the carburetor takes A carburetor constructed in accordance with one embodiment of my invention is illustrated in Figures 5 to 8 inclusive.

The openings of the two gasolene supply nozzles, indicated generally at small j, are concentric as usual in the-art, as illustrated for example in the Baverey Patent No. 907,953, patented December 29, 1908. The Well p is formed adjacent to the float chamber c in which; the fuel level is maintained constant by means of a float operated valve,

as will be readily understood by those skilled in this art without further explanation. The well p communicates with the top of the float chamber through the opening 75. The float chamber 0 indirectly communicates with the atmosphere through the passage g, h which opens into the air intake chamber a of the carburetor.

The float chamber 0 also communicates with the air passage of the carburetor at a point between the throttle valve 772 and the nozzle y by means of the passage 6. The end of this passage is bored out to form a chamber Z and a conical seat 0 for the valve 1'. The valve 1' is hollow and is provided with an opening 2? adapted to register with the opening at drilled in the body of the carburetor. Valve 1' is held in contact with its conical seat by means of the sprin 8p. Handle've-r 8 is mounted on the stem w ereby; the valve maybe rotated to bring the openings t and (Z into and out of register.

The two jets of the carburetor are so adjusted that a substantially constant ratio between the gasolene and air is maintained for difl'erent speeds of the motor according to the well lmown principle of the Zenith carburetor, as described for example in the Baverey Patent No; 907,953. The operation of the air passages e and g is to decrease the gasolene supply while 'still permitting the carburetor to maintain a substantially constant gasolene-air ratio for different, speeds of the motor. This is of particular importance in carburetors for use with aeroplanes.

It has been found that when the aeroplane risesinto rarefied atmosphere the mixture furmshed bya carburetor becomes richer in gasolene. The compensate for this tendency,

the valve 1- may be adjusted'so as to deinvention is described and illustrated, it is to be understood that the present invention is not limited to its illustrated embodiment but may be embodied in other carburetor constructions within the scope of the follow: ing claims.

I claim:

1. A carburetor, comprising a carbureting passage, fuel supply means in said passage a throttle valve therein, a constant leve fuel chamber, a sunken jet for supplying fuel from th chamber to one of said supply means in the carbureting passage, a connection from the top of the constant level chamber to the carbureting passage at a point between the fuel supply means and the throttle valve, a connection from the top of the constant level chamber to the atmosphere through the carbureting passage, and means for regulating the connection between the top of the constant level chamber and the carbureting passage, substantially as described.

2. In a carburetor, a carbureting passage, a constant level chamber, an auxiliary fuel chamber fed from the constant level chamber through a meterin orifice placed below the level of the fuel 1; erein, a fuel connection from the auxiliar chamber to the carbureting passage, an air connection between the air intake of the carburetor and the constant level fuel chamber and an air connection for the top of the auxiliary fuel chamber whereby an may mix with the fuel in the fuel connection to the carbureting passage, and a regulable conduit between the carbureting passage and the float chamber,

substantially as described.- 1 v 3. In a carburetor,"acarburting passa a constant level chamber, an auxiliary fuel chamber fed from the constant level chamber through a metering orifice placed below the level of'the fuel therein, a fuel connection from the auxiliary chamberto the carbureting passage, an air connection between the air intake of the carburetor and the constant level fuel chamber to communicate the pressure of the air intake to said float chamber, an air connection for the top of the auxiliary fuel chamber whereby air may mix with the fuel in the fuel connection to the carbureting passage, and adjustable means for modifying the effect produced in the float chamber by the first mentioned air connection, including an air connection from thefloat chamber to the carbureting passage, substantially as described.

4. A carburetor having a float chamber, a carbureting passage, a fuel jet, means to communicate to the float chamber a pressure memes corresponding to that of the air intake of the carburetor, means to communicate the same pressure to the fuel jet and'means to communicate a different pressure to the float chamber to modif the pressure condition maintained by sa1d first recited pressure communicating means, substantially as described.

5. A carburetor havinga carbureting passage, a float chamber, a fuel jet, means to communicate to the float chamber a pressure corresponding to that in the air intake of the carburetor, means including an air connection from the float chamber to the carbureting passage for communicating a different pressure to the float chamber to modify the pressure condition communicated by said first recited means, and a manually operable valve in said air connection, substantially as described.

6. In a carburetor, a constant level fuel chamber, a carbureting passage, a-suction controlled jet receiving fuel from said chamber, an auxiliar fuel chamber, a sunken jet for supplyin izlel from the auxiliary fuel chamber to t e carbureting assa e, an air connection for the auxiliary el 0 amber, a

connection between the constant level chamber and the carbureting passage, and a third connection from the to of said constant level chamber for modiizying the action of said second connection, substantially as described.

7. In a carburetor having a carburet' passage, a float chamber, an auxiliary f t i5 chamber fed therefrom, a fuel jet supplying fuel from said auxiliary chamber to said carbureting passage, a balancing means to maintain a pressure in the float chamber corresponding to that of the air intake of the carburetor, a pipe connected to the balancing system of the float chamber and leading into said carbureting passage for moditying the action of the balancing system, a regulable means in said pi e, and a second fuel jet fed directly from t e float chamber, substantially as described.

In testimony whereof, I have hereunto set my hand.

ru'au gors BAVEREY. 

